Locomotive-engine



- 2 Sheets-Sheet 1.

(N0 Model.)

E. LONGSTRETH. LoGoMoTIVE ENGINE.

No. 249,962. Patented No v. 2'2,'1881.

WITNESSES.-

Ny FUERS. Pmoumagmpher. washingvan. DA C.

(No Model.) 2 Sheehan-Sheet 2..

E. -LO1\IGSTRL"IHl LoGoMoTIVE ENGINE.

No. 249,962. Patented Nov. 22,1881.

mls l ifi-ll NvENTo@ WITNESSES=- j R `NITED STATES PATENT OFFICE.

EDWARD LONGSTRETH, (.)F PHILADELPHIA, PENNSYLVANIA.

LOCOMOTIVE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 249,962, dated November22, 1881.

Application filed October 10, 1881. (No model.)

To all whom it may concern:

Beit known that I, EDWARD LoNesrRnrH, a citizen of the United States,residing in Philadelphia, Pennsylvania, have invented certainImprovementsinLocomotive-Engines,ot`which the following is aspecitication.

- `My invention relates to that class of locoare fully describedhereinafter, being to prevent the rolling or careening of locomotives ofthis class, which are well known' among railroad engineers as mogul77 orconsolidation engines.

In the accompanying drawings, Figure l, Sheet l, is a vertical sectionot' sufficient of a locomotive-engine to illustrate the ordinary mode ofconstruction adopted prior to my invention by the Baldwin LocomotiveWorks; Fig. 2, Sheet 2, a transverse section on the line l 2, Fig. 3,Sheet l, a vertical section, illustrating my invention, Fig. 4, Sheet 2,a vertical section on the line 3 4, Fig. 3; and Fig. 5, Sheet 2, aperspective view in which part 0f one ofthe main frames is cut away.

My improvements may be more readily understood by referring, in thelirst instance, to the mode of construction practiced prior to myinvention and illustrated in Figs. l and 2.

There are the usual frames, A A', and three driving-axles, B, B', andB2, for three pairs of coupled driving-wheels. The box for the seconddriving axle, B', in each frame bears against the under side of theequaliZing-lever D, and the boxot' the third axle, B2, against the underside of the equalizing-lever D', these levers being combined with asystem ot springs too well known and too clearly shown in the drawingsto need description. This arrangement of equalizing-levers and spring isthe same on both sides of the engine. Each box b ofthe tirstdriving-axlebears against a spring, F, which is connected at one end to the frame bya strap or link, a, and at the other end to a transverse bar, G, Fig. 2.In like manner the corresponding spring F at the opposite side of theengine is connected at one end to the frame, and at the other end to thesame transverse bar G, and this is connected in the middle by a link, I,to one arm of the lever H, the otherarm of which is jointed t0 thelowerend of a rod which passes through the kin g-post K of the truck W. Thistruck, which is of wellknown construction, is provided with springs forthe axle-boxes, as usual, and these springs serve to partially absorbthe shocks to which A the truck is subjected; but the main shocks aretransmitted through the lever H to the springs F F. Locomotives in whichthe lever H is connected tothe springs F F ofthe boxes of the rstdriving-axle are apt to careen or roll when running at high speed, andfor this reason I have adopted the plan which I will proceed t0describe, reference being had to Figs. 3, 4. and 5.

The lever H is connected to the lower end' of a link, M, Figs. 4 and 5,which is joined to the strap m ot1 a transverse spring, N, the ends ofthe latter having their hearings on the opposite frames A A'.

The springs F F have no connection whatever with the lever H, each ofthese springs being connected at one end by a link, w, to the frame, andat the opposite end by a link, c, to one end of a spring, Y, which bearsagainst the frame, and the opposite end of which is connected to one ofthe arms ot' the equalizing-lever D. It will thus be seen that thesprings F F ofthe boxes of the first driving-axle are totallyindependent of the spring for the truck, the lever H having its ownspecial spring, N, bearing on the frame.

It has been ascertained by practical comparison ot' locomotives builtaccording to my improvement with those built according to the plan.first described and illustrated in Figs. l and 2, that theobjectionable careening or rolling of the locomotive made in accordancewith the old plan is obviated by my invention.

I claim as my invention l. The combination of the lever H of a l0-comotive with a spring, N, having its bearing on the frames andindependent of the springs of the driving-axle, substantially as setforth.

2. rIhe combination of the lever H of a locomotive with a spring, N,having its bearing on the frames, and the link M,jointed to the strap mof the said spring, substantially as specified.

In testimony whereofI have signed my name to this specification in thepresence of two sub scribing witnesses.

ED WARD LONGS'IRETH.

Witnesses EDWARD H. WILLIAMs, HARRY SMITH.

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